Mixer for explosive-engines.



No. 664,84I. Patented Jan. l, |90I.

C. E. DURYEA.

MiXER FOR EXPLUSIVE ENGINES.

(Application filed Feb. 9, 1899.) N o M o d e l nq: Ncnms Pneus co, Paurau'rno.. wnsnmcwn. r.A c.

lilnrrnn Sterns ferrant* unione CHARLES E. DURYEA, OF PEORIA, lLLlNOlS, ASSIGNOR TO THE DURYEA MANUFACTURING COMPANY, OF SAME PLACE.

iVilXER FOR EXPLOSiVE-ENGINES.

SIECFC/ATEON forming part of Letters Patent N o. 664,841, dated January 1, 1901.

Application led February 9, 1899. Serial No. 705,019. (No model.)

To @ZZ whom, it wuz/y concern:

Beit known that l, CHARLES E. DURYEA, a citizen of the United States, residing at Peoria, in the county of Peoria and State of Illinois, have invented certain new and useful Improvemen ts in Internal-Combustion En gines; and l do hereby declare the following to be a full, clear, and exact description of theinvention, such as will enable others skilled in the art to which it appertains to make and use the same.

My invention relates to that type of motors known as internal combustion engines, more particularly such as are designed for light service, like motor-vehicle work.

The objects of my invention are to provide a steady practical continuous power to assure certainty of action, to secure a wide range of speed, and to secure a motor having as few objectionable features for vehicle service as possible. l secure these and other minor objects by the mechanism shown in the accompanying drawings, in which Figure l is a general plan of such parts of a three-cylinder motor as are necessary to make plain my improvements. Figs. 2 and 3 are details of the fuel-mixer.

ln the general plan, Fig. l, is shown the head portion of three cylinders, with a common supply pipe @passing over all three and making communications through the airvalves of with the interior of the cylinder. These valves a are kept closed normally by action of the spring, and the charge of fuel drawn through the pipe a passes into the proper cylinder under the impulse of the partial vacuum formed bythe pistou in its charging stroke. This operation is common to internal-combustion engines of the Beau de Rochas type. After combustion and expansion the burned charge is expelled through the exhaust-valves l) b into the chamber b and from thence through the connecting-pipe into the muffierbz. In order that the cylinders may be kept from an excessive temperature, the usual water-jacket is provided, and pipes from the water-tank c make connections in such a manner as to permit a circulation of the water into and through the jacket in the common manner. Any common form of crank-- shaft may be used, and a well-known form of gearing arranged to drive a secondary or cam shaft d at one-half the speed of the crankshaft is shown.

It is necessary and advisable that the ve hicle-motor be capable of starting with great ease and also capable of ruiming at any desired speed up to the greatest speed possible. ln order that it may do this, it must be supplied with a properly-mixed fuel at its slowest speeds and also at its highest ones. To this end l have designed and use the proportionate supply-pipes shown in the drawings, in which e is the gasolene-pipe and a the air-pipe. While this air-pipe a is properly proportionate to make the required mixture at high speeds, it is quite evident that at slow speeds the air resistance will be almost nothing, and therefore the amount of suction through the fuel-pipe e will be too small to lift the fuel sufficiently to cause same to flow. Such failure to secure fuel would necessitate a more rapid primary revolution of the motor, and this is one of the features desired to avoid. ln order, therefore, that sufficient suction to cause the proper flow of gasolene may exist, the air-pipe d is reduced by smaller pipe e', placed concentric therewith and provided with a flange or valve e2, resting on a seat e3 and caused to remain thereon by the spring e4.

8o This valve remains closed at very slow speeds, when the suction is quite slight,

and the flow of air through the pipe e' and of liquid fuel through the pipe e are properly proportionate, while an increased suction increases the fuel-flow and also increases the air-supply by opening the Valve e2 and permitting air to How through the pipe a outside the pipe e. The spring e4 may be adjusted, if desired, and thus a more nearly proportionate mixture may be secured, although it is considered advisable to leave the spring e4 in its normal condition when once fixed. y

The use of fuel while the motor is in opera# tion would prevent any inconvenience arising from an imperfect control due to the conical point not properly fitting while in use, for when in use this point must be more or less open to supply the necessary fuel as it is called for. lt is believed that this arrange- IOO ment makes a most perfect admission of air and liquid fuel, while the mechanically-abrasive effect of the air in entering the supplypipe tears the fuel into a veryiine spray,which is sufficiently divided to ignite in this condition, and which heing'intimately mixed with the air readily vaporizes under the heat of the motor-walls and makes a perfect and satisfactory mixture whether the motor is warm or cold.

As seen in the drawings, the float-chamber f has a removable bottom. This serves two purposes. VIt receives any water that may be in the gasolene and prevents the same from iiowin g through the needle-valve. It also facilitates the removal of the float for inspection without disturbing any of the other parts. To do this, these Valves are provided wi th a means for limiting their movement to any desired amount, or a separate valve may be placed in the pipe ct, by which the amount of mixture passing from the mixer to the motor may be varied. The general and preferred arrangement is, as before stated, to secure a maximum-power mixture by properly adjusting the mixing device and then allowing the same to remain constant while varying the quantity.

I claim;-

1. In a fuel-mixer for an internal-combustion engine, multiple air-pipes, the inner one of which is longitudinally movable within the other and carries at its inner end avalve-closure for the space between the two pipes, and a liquid-fuel-supply pipe passed through the outer pipe and entering the inner movable pipe to cause the air and fuel to travel in the same direction.

2. A fuel-mixer for internal-combustion motors, having multiple ai r-pi pes concentric- Y ally placed, and forming valve-closures for the space between said pipes, the inner pipe being longitudinally movable within the outer onea liquid-fuel pipe entering the smaller ain pipa-and a spring-resistance adapted to hold the closures more or less shut, according to the suction.

3. In a mixer for an internal-colnbustiou motor, a fuel-supply pipe leading into a small air-passage the latter being longitudinally movable, a supplemental airpassage normally closed by a valve on the inner end of said movable pipe and adapted to open proportionately to the amount of suction, the air-V pipe arranged to cause the air to travel in theY same direction as the fuel at a high rate of speed to take the fuel along with itin iinely- In testimony whereof I affix my signature Y in presence of two witnesses.

CHARLES E. DURYEA. Witnesses:

ALICE J. BROWN, ELEANOR ERLER. 

